Vehicle and equipment transport vehicle

ABSTRACT

The present invention is directed to a specialized truck bed wherein the bed is divided into two areas or deck sections connected by a transverse hinge. The invention is also directed to a winch system for use on a vehicle. The invention is further directed to an improved locking post or post assembly for use with the specialized truck bed of the present invention.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.10/751,177, filed Jan. 2, 2004, which issued Jun. 20, 2006 as U.S. Pat.No. 7,063,494, which is a continuation-in-part of U.S. Applicaton Ser.No. 09/818,446, filed Mar. 27, 2001, which issued Mar. 2, 2004 as U.S.Pat. No. 6,698,996, which claims priority in U.S. Provisional Appln. No.60/192,961, filed Mar. 29, 2000, now expired, the entirety of each ofwhich is hereby expressly incorporated herein by reference.

BACKGROUND OF THE INVENTION

The present invention relates to truck beds for automobile and equipmentdelivery, and more specifically to a truck bed which is divided into twoareas and connected by a hinge. Even more specifically, the presentinvention is directed to such a truck bed with an improved post assemblyor locking post design.

Distributors of construction related rental equipment are dailyconfronted with the task of reducing the cost of single unit equipmentdelivery to the end user. Many are forced to use large tractors andtrailers or heavy duty trucks equipped with roll back beds, which havebeen purchased to haul the bulkiest equipment in their rental fleets,for delivery of very small units. This has made the single delivery of asmall unit very costly to the distributor since he cannot pass on thefull expense to his customer. To reduce costs, the distributor willsometimes load a large trailer with a number of pieces of equipment,each destined for delivery to a different site. By following thispractice, only one customer will receive his order in a timely fashion.The rest will have to wait.

An alternative method requires that the distributor own one or severalsmall trailers towed by heavy duty pick-up trucks to make thesedeliveries. Even a small truck-trailer combination is quite long anddifficult to maneuver for all but a skilled operator, especially incrowded city traffic. Delivery on muddy construction sites with suchtruck-trailer combinations is extremely difficult, especially whenbacking up to a drop off site is required.

The present invention is intended to overcome these shortcomings.

SUMMARY OF THE INVENTION

The present invention is directed to a specialized truck bed wherein thebed is divided into two areas or decks connected by a transverse hinge.

In one embodiment of the present invention, each deck section of the bedis constructed in an arch. The result is a light weight bed of greatstrength without need for a number of heavy gauge cross pieces as istypical in conventional flat bed design. An additional benefit of thisdesign is that the resultant lowered center of gravity of both the bedand the load provides improved handling and a sense of greater stabilityfor the driver.

In another embodiment, when in the travel position, the arch of the reardeck is slightly higher than that of the front. The benefit of thisfeature is that no significant hump occurs at the hinge line when therear deck is lowered for ground loading and unloading. This allows veryeasy loading of any equipment with low ground clearance without fear ofbottoming out on the hinge when crossing from the rear to the frontportion of the deck.

In another embodiment, the rear deck-ramp combination of the presentinvention creates a very gentle grade, low enough to allow most poweredequipment to readily climb onto the deck without assistance from awinch, thus reducing the cost of loading by saving time and labor.

In still yet another embodiment, the front deck portion is firmly fixedto the truck frame with conventional “U” bolts and shear plates. In thetravel position, the hinge mounted rear deck is carried on two postswhose top ends are mounted to the deck frame while the slotted bottomend rests in truck frame mounted pins. The rear deck can be movedthrough an arc by a frame mounted elevating device such as an air orhydraulic cylinder, or by a powered screw. Ideally, the elevating devicedoes not carry any load while the bed is in the travel position. Thismovement allows the rear deck to be raised for loading and unloading toan elevated dock, or lowered for loading and unloading directly to theground. The rear deck also has a storage apparatus for ramps. These areused as a length addition to the lowered rear deck for ground loadingand unloading. The rear deck-ramp combination creates a very gentlegrade, low enough to allow most powered equipment to readily climb ontothe deck without assistance from a winch, thus saving labor and time inloading the truck bed.

In a further embodiment, the truck bed has a winch which can be fittedto a cross tube assembly at the front of the deck. This tube assemblyhas a number of equally spaced slots along its front edge to engage ashot pin on the winch carrier for locking the winch against sidewaysmovement when it is being used to assist in loading. This lockingfeature is especially beneficial when loading narrow equipment where twoor more can be loaded side by side. In those cases, the movable winchcan be positioned so that its cable will pull each piece of equipmentonto the deck in a straight line. The present invention also encompassesthis winch in other types of truck beds.

In still a further embodiment, the bed is fitted with numerous chainhold down points across the front and back, and along both sides.

In yet another embodiment of the present invention, the truck bed of thepresent invention has an improved and simplified post assembly orlocking post design. This improved post assembly reduces the cost of thepost assembly in the embodiments described above. In a furtherembodiment, the post assembly is provided with a notched dock lock tosupport the rear deck of the truck bed at a height convenient forloading or unloading equipment from a commercial truck dock.

BRIEF DESCRIPTION OF THE DRAWINGS

In describing the preferred embodiments, reference is made to theaccompanying drawings wherein:

FIG. 1 shows an unloaded truck with the truck bed of the presentinvention in a travel position.

FIG. 2 shows ramps lowered to the ground from the storage area in therear bed portion of the truck bed of the present invention.

FIG. 3A shows the lip of the door to the storage area of the rear bedportion of the truck bed supporting a hook end of a ramp.

FIG. 3B shows the access door of the rear bed portion of the truck bedclosed and securely locking the hook end of the ramp against removal ordisengagement during loading.

FIG. 4 shows the ramps positioned laterally from a central storageposition and being securely locked and ready for loading.

FIG. 5 shows the truck bed and ramp combination of the present inventionwith the truck bed partially lowered where, for example, it is mountedto a truck with a voided air suspension.

FIG. 6A shows the rear portion of the truck bed further lowered aroundits central hinge to a preferred loading position.

FIG. 6B shows a higher perspective view of the truck bed at FIG. 6A.

FIG. 7 shows the rear portion of the truck bed in its travel positionsupported on a two-post assembly.

FIG. 7A shows the post assembly of FIG. 7 in greater detail.

FIG. 7B shows an oblique view of the truck bed in its travel positionsupported on the two-post assembly.

FIG. 7C and 7D shows the latch of the post assembly in the closed andopen positions.

FIGS. 8A-8D show in detail each of the elements of the two-post assemblyand an elevating mechanism of an embodiment of the present invention ina step by step sequence.

FIG. 9A shows a winch carrier and winch of an embodiment of the presentinvention in the middle of the truck bed.

FIG. 9B shows the winch carrier and winch on the left side of the truckbed.

FIG. 9C shows the winch carrier and winch on the right side of the truckbed.

FIG. 9D shows a cross section of the winch carrier in the lockedposition.

FIG. 9E shows a cross section of the winch carrier in the unlockedposition.

FIG. 10A shows the improved post assembly and dock lock in a travelposition.

FIG. 10B shows the improved post assembly and dock lock of FIG. 10A withthe rear deck of the truck bed in a lowered position.

FIG. 10C shows the post assembly and dock lock of FIG. 10A with thetruck deck in an elevated position ready for loading or unloading from acommercial truck dock.

DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS

In the accompanying drawings, FIG. 1 shows an unloaded truck 10 with atruck frame 11 and a truck bed 12 of the present invention in a travelposition. The truck bed 12 has a front deck portion 14 and a rear deckportion 16. In a preferred embodiment, the front deck portion 14 and therear deck portion 16 are each constructed in the form of an arch, asshown in FIGS. 1, 2, 4, 5, 6 and 7. In a further preferred embodiment,when in the travel position, the arch of the rear deck portion 16 isslightly higher than that of the front bed portion 14. A transversehinge 18 preferably connects the front deck portion 14 and the rear bedportion 16.

Preferably, the front deck portion 14 is firmly fixed to the truck frame11. This connection can be made with, but is not limited to, “U” boltsand shear plates. In the travel position, the hinge mounted rear deck 16is preferably carried on a two-post assembly 40 whose top ends arepinned to cross beam assembly 41 at 42. The closed latch 44 of thetwo-post assembly 40 rest on pin 64 in a frame mounted cross beam 60shown in FIG. 7 and detailed in FIGS. 7A-7D and 8A-8D.

As shown in FIGS. 6A and 6B, the rear deck 16 can be moved through anarc about transverse hinge 18 by a frame mounted elevating device, suchas, for example but not limited to, an air bag 62 or a hydrauliccylinder or powered screw. Preferably, the elevating device will notcarry a load while the bed 12 is in the travel position. This isaccomplished by carrying the load on the two-post assembly 40. The arcmovement allows the rear portion 16 of the bed 12 to be either (1)raised for loading and unloading to an elevated dock, or (2) lowered forloading and unloading directly to the ground as shown in FIGS. 6A and6B.

The bed is fitted with numerous chain hold-down points across the frontand back, and along both sides. An optional winch (as shown in FIGS.9A-9E) can be fitted to the cross tube assembly (shown in FIG. 6B) atthe front of the deck to assist the loading of equipment which is eitherunpowered or without sufficient power to climb the ramps. Preferably,the tube assembly has a number of equally spaced slots 37 along itsfront edge to engage a shot pin on the winch carrier for locking thewinch against sideways movement when it is being used to assist inloading. This locking feature is useful when loading narrow equipment sothat two or more can be loaded side by side. In those cases, the movablewinch can be positioned so that it can pull each piece of equipment in astraight line. The winch can also be used with standard truck beds or inother vehicles.

In another embodiment of the present invention, the rear deck 16 has astorage area 20 for storing or holding ramps. These ramps are used as alength addition to the lowered bed for ground loading and unloading.FIG. 2 shows a ramp access door 30 open with one ramp 22 out and loweredto the ground, and another ramp 24 partially removed. The ramps 22 and24 and the deck 16 are joined when the ramp access door 30 is closed sothat the ramps are locked against accidental removal, yet are free to beadjusted sideways to accommodate varying wheel widths (see FIGS. 4, 5,6A and 6B).

In another embodiment, the free end 26 of the ramp 22 can be grasped andpulled completely from the storage area 20 until the upper hooked end 28of the ramp stops automatically against an upturned lip of access door30, as shown in FIG. 3A. The free end is then lowered to the ground.When the ramps have been extracted, the access door 30 is closed by thelatching mechanism 21. This effectively locks the ramps to the rear ofthe truck bed preventing accidental removal, yet allows them to befreely positioned laterally to accommodate varying wheel widths of theequipment that will be loaded. Preferably, the ramps are removed fromtheir storage area 20 prior to fully lowering the rear deck 16 to thedesired loading position as shown in FIGS. 6A and 6B. This isadvantageous so as to provide room for the rear end of the truck frame11, which will occupy part of the ramp storage area 20.

In another preferred embodiment of the present invention, the truck bed12 is mounted on a truck 10 equipped with a rear axle air suspension.FIG. 5 shows the truck bed-ramp 32 combination in a partially loweredposition wherein the air bags of the suspension have been vented, thuslowering the frame 11 at the rear axle approximately 4 to 5 inches.

FIG. 6A shows an embodiment of the truck bed 12-ramp 22 combination in aposition to load equipment. In this drawing, the rear deck 16 has beenlowered to a solid stop when the preferred air bag 62 of the framemounted elevating apparatus has been vented. FIG. 6B shows the same viewas FIG. 6A, but from a slightly higher perspective so that thetransverse hinge 18 across the center of the bed 12 and the notchedfront cross tube 36 and the notches 37 are clearly shown.

In another embodiment of the present invention, the rear portion of thetruck bed 16 is held in the travel position by a two-post assembly 40whose top ends are pinned to the deck cross beam 41 at 42, while theclosed latch 44 rest on pin 64 in a truck frame cross beam 60.

Referring to FIGS. 7A, 7C and 7D, the elements of the post assembly 40of an embodiment of the present invention are described in detail. Thelatch assembly 44 is pivotally mounted to post weldment by pin 46. Whenits operating airbag 54 is vented, it is biased to the closed position(see FIG. 7C) by spring 50 moving on rod 48 which is threaded to pin 47and is freely axially movable through pin 49. Rotational movement of thelatch 44 is stopped when its tip abuts plate 52. When the airbag 54 isinflated, the latch 44 opens by rotating around pin 46 while compressingspring 50 on rod 48 (see FIG. 7D).

FIGS. 8A through 8D are side views of the two-post assembly 40 togetherwith the truck bed cross frame 41, the truck frame cross beam 60, andthe preferred air bag elevating actuator 62. In FIG. 8A, the two-postassembly 40 is shown in the travel position with the bottom face of thelatch 44 resting on frame pin 64, and with airbags 54 and 62 vented. InFIG. 8B, airbag 62 is partially inflated thus lifting the deck and thepost assemblies 40 so that the bottom face of the latch 44 no longerrests on frame pin 64. In FIG. 8C, airbag 54 has been pressurizedcausing latch 44 to pivot on pin 46 so that its tip is rotated away fromthe slot in post assembly 40. In FIG. 8D, airbag 54 remains pressurizedwhile airbag 62 is venting, allowing the rear deck 16 to lower fully. Atthis point, airbag 54 may be vented allowing latch 44 to close. Whenelevating the rear deck 16 by pressurizing airbag 62, the post assembly40 moves upward. When the top face of the latch 44 strikes the bottomside of the frame pin 64, the latch will rotate toward its open positionwhile staying biased against pin 64 due to the compression of spring 50.When the deck has been elevated high enough so that the bottom tip ofthe latch 44 has cleared the top of pin 64, it will automatically springshut. At this point, airbag 62 is vented, thus lowering the deck to itstraveling position.

A further embodiment of the present invention is directed to a winchsystem with a winch 70 as shown in FIG. 9A. Such a winch system can beused with the truck bed of the present invention or on other types ofvehicles and truck beds and is not limited to the location shown in thefigure. In FIG. 9A, the winch system is shown with the winch in a lockedposition in the center of the bed ready to deploy the winch cable 80 forpulling equipment up the ramps 22, 24 onto the truck bed 12 when therear deck portion 16 has been lowered and the ramps have been deployed.Handle 72 is shown in horizontal position. As a result, the locking pin76 (see FIGS. 9D and 9E), which is pivotally attached to handle 72 bycross point 73, is biased down into one of the notches 37 by an internalspring 77 positioned inside tube 78. This biasing action also pullshandle 72 firmly against pins 74 and 75.

FIG. 9B shows another embodiment of the winch system and winch 70positioned along the front winch carrier tube 36 to the left of center,and locked in any of the notches 37 to prevent sideways movement whileloading equipment. In practice, the handle 72 can be grasped and pulleddown so that it rotates around pin 74 thus pulling the locking pin 76from notch 37 freeing the winch carrier for movement to the left.

FIG. 9C shows another embodiment of the winch system wherein the winchis positioned to the right of center.

FIGS. 9D and 9E show the relationship of the details of the handle 72,cross pin 73, pins 74 and 75, locking pin 76, spring 77, and tube 78.

FIGS. 10A-10C illustrated a further embodiment of the present invention.This embodiment is directed to an improved locking post or post assemblywhich replaces the post assemblies 40 in the prior embodiments. Thisembodiment will still include the main airbag 62 (not shown in FIGS.10A-10C) for raising and lowering the truck bed. One or more of thesepost assemblies can be located at the rear of a truck.

FIG. 10A illustrates the improved post assembly 110 when the rear deck16 of the truck bed is in a travel position. Post assembly 110 includesa groove or notch 112 located at the lower end of the locking post. Whenin the travel position, notch 112 is fit around a locking pin 114 whichis attached to the truck frame. An air bag 116 and spring 118 are alsoshown in FIG. 10A. Post assembly 110 is biased shut on locking pin 114by spring 118. Further, as shown in FIG. 10B, air bag 116 is used forpushing post assembly 110 away from locking pin 114 when it is desiredto lower the rear deck, e.g. for unloading or loading something onto thetruck bed. Dock lock 120 is shown in the stored position in this figure.

FIG. 10B illustrates the post assembly of FIG. 10A when the rear deck 16is in the lowered position. In this position, air bag 116 causes postassembly 110 to swing away from locking pin 114 to free the rear deck soit can be lowered. Locking pin 114 then moves out of notch 112 andslides upward as deck 16 is lowered. As shown in FIG. 10B, dock lock 120is held in place by a spring biased linkage 122

FIG. 10C illustrates the rear deck 16 being raised to height for loadingor unloading from a commercial truck dock. To elevate the deck, postassembly 110 is swung loose from locking pin 114 in the same manner asdescribed above for FIG. 10B. The main airbag (62 in prior figures) isfurther inflated causing rear deck 16 to rotate upward. Linkage 122holding dock lock 120 is released, allowing dock lock 120 to rotate downagainst locking pin 114. In practice, preferably rear deck 16 is rotatedupward until its rear edge is slightly above the level of the dock.Pressure in the main airbag is released, allowing the appropriate notch124 to engage locking pin 114, and thus firmly holding the rear deck ator near dock height, in a ready position for loading or unloading thetruck. To return the rear deck from dock height to a travel position,the main airbag is inflated enough to free dock lock 120 from lockingpin 114. Dock lock 120 is then rotated into travel position by linkage122. The main airbag is vented allowing the rear deck to rotatedownward. The angled surface of post assembly 110 below notch 112encounters locking pin 114, causing the locking post to swing back underspring pressure. As notch 112 comes in line with locking pin 114, postassembly 110 swings shut under spring pressure, thus locking the reardeck in its travel position.

This description has been offered for illustrative purposes only and isnot intended to limit the invention of this application which is definedin the claims below.

1. A vehicle or equipment transport vehicle comprising: (a) a pluralityof spaced apart and generally coaxial rearward-most located wheelsoverlying a traveling surface; (b) a bed comprising an elongate deckhaving an outer equipment or vehicle supporting surface with at least aportion of the deck being displaceable relative to the traveling surfacebetween (1) an equipment or vehicle transport position where equipmentor vehicle loaded onto the deck is transportable with the deck spaced afirst distance from the travelling surface, and (2) an equipment orvehicle loading facilitating position with the deck spaced a seconddistance from the travelling surface that is closer to the travellingsurface than when in the transport position; (c) a first deckdisplacement drive that displaces the deck toward one of the transportand loading facilitating positions; wherein part of the deck overliesthe rearward-most located wheels and wherein the deck displacement drivecooperates with the deck in displacing the displaceable deck portionwithout substantial translation between the transport position and theloading facilitating position such that deck displacement toward thetransport position moves the wheel-overlying part of the deck away fromthe wheels, and deck displacement toward the loading facilitatingposition moves the wheel-overlying part of the deck toward the wheels;and wherein the deck comprises a rounded or angled section located whereit prevents vehicle bottoming on the deck during vehicle loading whenthe deck is disposed in the loading position.
 2. The transport vehicleof claim 1 wherein the elongate deck comprises a plurality of decksections with one of the deck sections being pivotable relative toanother one of the deck sections and further comprising a second deckdisplacement drive configured to rotate the pivotable deck sectionbetween an equipment or vehicle loading position and an upraisedequipment or vehicle transport position.
 3. The transport vehicle ofclaim 1 wherein the transport vehicle comprises a truck and the bedcomprises a truck bed.
 4. A vehicle or equipment transport vehiclecomprising: (a) a plurality of spaced apart and generally coaxial wheelsoverlying a traveling surface; (b) a bed overlying and extending beyondthe wheels and comprising an elongate deck having an outer equipment orvehicle supporting surface with a portion of the deck being displaceablerelative to the traveling surface between (1) an equipment or vehicletransport position for equipment or vehicle transport where the deck isspaced a first distance from the traveling surface, and (2) an equipmentor vehicle loading position where the deck is spaced a second distancefrom the traveling surface that is closer to the traveling surface thanwhen located in the transport position; (c) a deck displacement drive inoperable cooperation with the deck for displacing the displaceable deckportion toward one of the transport and loading positions withdisplacement including rotational displacement without substantialtranslation between the transport position and the loading deck; whereinthe deck comprises an angled deck section where one part of the outerequipment or vehicle supporting surface of the angled deck section isangled relative to another part of the outer equipment or vehiclesupporting surface of the angled deck section with the angled decksection being angled where it prevents vehicle bottoming on the deckduring vehicle loading when the displaceable deck portion is located inthe loading position; a fixed rotary joint operatively connected to thedisplaceable deck portion enabling rotation of the displaceable deckportion but opposing substantial translation of the displaceable deckportion by preventing the displaceable deck portion from moving in adirection away from the rotary joint during rotation of the displaceabledeck portion; a transport vehicle frame and wherein the fixed rotaryjoint comprises a pivot grounded to the frame; and wherein (i) the deckis comprised of a plurality of deck segments with one of the decksegments fixed to the transport vehicle frame and another one of thedeck segments being located rearwardly of the one of the deck segmentsand comprising the displaceable deck portion, and (ii) the pivot has anaxis of rotation extending transversely relative to a lengthwisedirection of the bed.
 5. The transport vehicle of claim 4 wherein thedisplaceable deck portion comprises the angled deck section.
 6. Thetransport vehicle of claim 4 wherein the angle of the angled decksection comprises a convexly curved portion extending in a lengthwisedirection relative to the deck.
 7. The transport vehicle of claim 6wherein the convexly curved portion comprises a continuous convex curveshape.
 8. The transport vehicle of claim 4 wherein the transport vehiclecomprises a truck.
 9. The transport vehicle of claim 4 wherein the pivotcomprises an elongate hinge that extends generally transversely relativeto a lengthwise direction of the bed.
 10. A vehicle or equipmenttransport vehicle comprising: (a) a plurality of pairs of wheelsoverlying a travelling surface; (b) an elongate vehicle or equipmentsupporting displaceable bed that is movable between an upright positionand a partially lowered position where the displaceable bed is closer tothe travelling surface than when in the upright position, wherein thedisplaceable bed includes a front deck section hinged to a pivotablerear deck section that is pivotable between a transport position and avehicle or equipment loading position without substantial translationaway from the front deck section such that the pivotable rear decksection is closer to the travelling surface than when in the loadingposition; (c) a first deck displacement drive in operable cooperationwith the displaceable bed that is configured to move the displaceablebed between the upright position and the partially lowered position; (d)a second deck displacement drive in operable cooperation with thepivotable rear deck section that is configured to pivot the pivotablerear deck section wherein the second deck displacement drive comprises adrive actuator disposed in operable cooperation with the pivotable reardeck section and being capable of displacing the pivotable rear decksection when actuated; and (e) at least one ramp extending from thepivotable rear deck section toward the travelling surface.
 11. Thetransport vehicle of claim 10 wherein the second deck displacement drivefurther comprises a latch arrangement having a deck-locking positionenabling releasable locking of the pivotable rear deck section in thetransport position preventing pivotal displacement of the pivotable reardeck section away from the transport position when the latch arrangementis locked and wherein the latch arrangement comprises (i) a movablelatch that is movable between a releasable latched position capable oflocking the pivotable rear deck section and an unlatched positionenabling displacement of the pivotable rear deck section, and (ii) alatch actuator that cooperates with the movable latch to move the latchwhen the latch actuator is actuated.
 12. The transport vehicle of claim11 wherein the movable latch comprises an elongate post that is operablypivotally connected to the pivotable rear deck section and movablebetween the releasable latched position where it is capable of lockingthe pivotable rear deck section in the transport position and theunlatched position where it enables the pivotable rear deck section tobe displaced by the drive actuator to a position that is located awayfrom the transport position.
 13. The transport vehicle of claim 12further comprising a transport vehicle frame underlying the deck andwherein the elongate post comprises a seat in which part of the frame isreceivable when the pivotable rear deck section is located in thetransport position and the elongate post is located in the releasablelatched position.
 14. The transport vehicle of claim 10 furthercomprising a transport vehicle frame underlying the deck and wherein thedrive actuator of the second deck displacement drive comprises a fluiddriven actuator located between the frame and the pivotable rear decksection.
 15. The transport vehicle of claim 14 wherein the fluid drivenactuator comprises a pneumatic actuator.
 16. The transport vehicle ofclaim 10 wherein at least one of the front deck section and thepivotable rear deck section includes a convexly curved or convexlyangled portion located to prevent vehicle bottoming when the pivotablerear deck section is located in the vehicle or equipment loadingposition.
 17. A vehicle or equipment transport vehicle comprising: (a) aplurality of pairs of wheels overlying a travelling surface; (b) anelongate vehicle or equipment supporting bed overlying the wheels thatcomprises a displaceable deck movable between a fully upright positionand a partially lowered position where the displaceable deck is closerto the travelling surface than when in the fully upright position; (c) apivot and wherein (i) the deck comprises a plurality of deck segmentswith one of the deck segments being located rearwardly of another one ofthe deck segments, being in operable cooperation with the pivot, andbeing pivotable without translational displacement between a transportposition and a loading position, (ii) the rearwardly located decksegment comprises a convexly curved section of the outer equipment orvehicle supporting surface of the rearwardly located deck segment thatis located adjacent the pivot, and (iii) the rearwardly located decksegment forms at least a portion of a drive-up loading ramp whendisposed in the loading position; (d) a fluid-powered deck displacementdrive in operable cooperation with the rearwardly located deck segmentthat is configured to displace the rearwardly located deck segmenttoward one of the transport and loading positions; and (e) at least oneramp disposed rearwardly of the rearwardly located deck segment.
 18. Thetransport vehicle of claim 17 further comprising an elongate transportvehicle frame in operable communication with the deck, the deckdisplacement drive, and the wheels, and wherein the deck displacementdrive comprises a transport vehicle frame-mounted deck elevating devicethat cooperates with the transport vehicle frame and the rearwardlylocated deck segment enabling displacement of the rearwardly locateddeck segment relative to the transport vehicle frame.
 19. The transportvehicle of claim 18 further comprising a latch assembly constructed andarranged to releasably retain the rearwardly located deck segment in apredetermined position when latched.
 20. The transport vehicle of claim19 wherein the latch assembly comprises a latch actuator in operablecooperation with a latch lever urging the latch lever when actuatedtoward an unlatched position enabling displacement of the rearwardlylocated deck segment by the deck elevating device.
 21. A vehicle orequipment transport vehicle comprising: (a) an elongate transportvehicle frame; (b) a plurality of wheels carrying the transport vehicleframe; (c) an elongate bed supported by the transport vehicle frame thatis comprised of a displaceable deck that is displaceable between anupright position and a partially lowered loading facilitating positionwith the displaceable deck comprising a rearward-most deck sectionconnected to a pivot enabling displacement of the rearward-most decksection between a vehicle or equipment loading position and a vehicle orequipment transport position above the vehicle or equipment loadingposition; (d) a first deck displacement drive underlying the deck andcarried by the transport vehicle frame enabling deck displacement whenactuated; (e) a second deck displacement drive assembly underlying thedeck and carried by the transport vehicle frame enabling displacement ofthe rearward-most deck section when actuated; wherein the rearward-mostdeck section is displaced to the vehicle equipment or loading positionwhen the displaceable deck is disposed in the partially lowered loadingfacilitating position; and wherein the displaceable deck, including therearward-most deck section, forms an outer equipment or vehiclesupporting deck surface and comprising an angled section when therearward-most deck section is disposed in the yehicle or loadingposition where one part of the outer equipment or vehicle supportingdeck surface is angled relative to another part of the outer equipmentof vehicle supporting deck surface with the angled section being locatedwhere it prevents vehicle bottoming on the deck during vehicle loadingwhen the rearward-most deck section is disposed in the loading position.22. The transport vehicle of claim 21 wherein the pivot has an axis ofrotation about which displacement of the rearward-most deck section isenabled that is generally transverse to a lengthwise extent of the bedand wherein the pivot is grounded to the frame permitting rotationaldisplacement of the rearward-most deck section while preventingtranslational displacement of the rearward-most deck section in adirection away from the axis of rotation of the pivot.
 23. The transportvehicle of claim 22 wherein the angled section of the outer equipment orvehicle supporting deck surface comprises a curved section of the outerequipment or vehicle supporting deck surface extending along alengthwise extent of the outer equipment or vehicle supporting decksurface that has a radius of curvature extending downwardly toward avehicle travelling surface upon which the wheels are supported.
 24. Thetransport vehicle of claim 23 wherein the curved section of the outerequipment or vehicle supporting deck surface is formed by a convexlyrounded or convexly curved portion of the rearward-most deck section.25. The transport vehicle of claim 24 wherein the convexly rounded orconvexly curved portion of the rearward-most deck section iscontinuously convexly rounded or continuously convexly curved.
 26. Thetransport vehicle of claim 21 further comprising a latch assembly inoperable cooperation with the deck that releasably retains the deck inthe vehicle or equipment transport position and wherein (i) thetransport vehicle frame is comprised of a plurality of longitudinallyextending, spaced apart and generally parallel frame rails underlyingthe deck with one of the frame rails extending along and adjacent oneside of the deck and the other one of the frame rails being extendingalong and adjacent the other side of the deck, (ii) the deckdisplacement drive assembly further comprises a plurality of deckposition latching post assemblies with one of the deck position latchingpost assemblies operably connected to the deck and frame adjacent one ofthe frame rails and the other one of the deck position latching postassemblies operably connected to the deck and frame adjacent the otherone of the frame rails, and (iii) the deck elevating device comprises afluid powered drive actuator that is located between the deck positionlatching post assemblies.
 27. The transport vehicle of claim 26 whereineach one of the deck position latching post assemblies comprises anelongate locking post that is pivotally connected at or adjacent one endto the deck and that is configured to interfere with relative movementbetween the locking post and an adjacent part of the frame to releasablylock the deck in a vehicle or equipment transport position located abovethe vehicle loading position.
 28. The transport vehicle of claim 27further comprising a latch actuator in operable cooperation with eachone of the deck position latching post assemblies that urges acorresponding one of the locking posts away from a relative movementinterfering deck locking position permitting deck displacement to occurand wherein the first deck displacement drive comprises a suspensionarrangement.
 29. The transport vehicle of claim 21 wherein the angledsection is formed by one of the displaceable deck and rearward-most decksection at or adjacent the pivot.